Conveying bridge structure



June 15, 1926.

i 1588;853- 1\. a. NORRIS commune BRIDGE szauciwnn Filed April 6. 1925? '7 Shuts-Sheet 1.

A, E. NORRIS CONVEYING BRIDGE STRUCT UHE June 15', 1926.

- Filed April 6, 1921 7 Sheets-Sheet 5 June 15 1926."

1,588,853 A. E.- NORRIS commune BRIDGE STRUCTURE liweni 'r llllllllllllllllillllfl IIILIlIlIIIIIIIIIIIIIHIIIIIHIIHIIII Filed April 6, 1921 :EHIIIHIIlllllllllllllllllllllllllllilllll]! lllllllll lll Ill IQHZWZOWENOWR'IJS: .2: M W I '7 Sheets-Shed 5 U U u A. E. NORRIS Filed April 6, 1921 CONVEYING. BRIDGE STRUCTURE- June 15 ,1926.

June 15 1926.

' A. E. NORRIS' CONVEYING BRIDGE STRUCTURE dilmo nENbrzw' June 15 1926. 1,588,853

A. E. NORRIS CONVEYING BRIDGE STRUCTURE Filed April 6, 1921 '7.SheetsSheet 7 v a: V 7 V V V Invew/Zoa": $237100 ra/ENornz/s Patented June 15, 1926.

UNITED STATES ALE [N NORRIS, 0J3 BROOKLIIIE, MASSAGHUSIE'ITS.

; V CQNVEYING BRIDGE STRUCTURE.

Application filed April 6,

This invention. relates to brakes and rail clamps, and is more especially though not exclusivelyconceined with their application to conveying bridge structures or the class in which a hoisting apparatus is carried by a travellin bridge mounted on trucks which run on rails, to which it is necessary to clamp the trucks to prevent accidental movement of the bridge under the influence of the wind.

My invention will be best understood by rcterence to the following description, when taken in connection with the accompanying drawings of one illustrative e-inboo'iment thereof, While its scope will be more particularly pointed out in the appended claims. I

In the drawings:

Fig. 1 is. a plan of a conveying bridge structure equipped with. brakes and. rail clamps, and controlling means therefor eX- cl-nplilying my invention;

F 2 is an end. elevation of the structure shown in Fig; 1; r

Fig. 3 is a side elevation of the structure, partly broken away to save space.

Fig. 4 is a plan of one of the trucks;

Fig. 5 is an elevation of one of the trucks, partly broken away to save space;

Fig. 6 is an elevation of some of the parts shown in Fig. 5, but in a dili'erent position; Fig. 7 is a sectional view on line 77 of Fig. 5,

Fig. 8 is a sectional view on hne 88 of F 5;

Fig. 9 1s a plan of the brake mechanism shown in Fig. 4, but on an enlarged scale;

Fig. 10 is an elevation of the brake mechanism shown in Fig. 9;

Fig. 11 is a side elevation, partly in vertical section, of one of the rail clamping mechanisms Fig. 12' is asectionalview on line 12-12 of Fig. 11, showing the rail clamping mechanism as it appears when the clamps are applied Fig. '13 is a sectional view similar to Fig. 12, but showing the rail clamping mechanism as it appears when the clamps are released;

.l 114i is .a sectional view on an enlarged scale on line 141et oi 12; and' Fig. 15 is a sectional view on an enlarged r'cale on line 1515 of Fig; 12.

ldet'erring to the drawings, and to the embodiment or my invention which I have 1921. Serial No. 459,019.

selected for e-Xemplification, and having net crence first more particularly to Figs. 1, 2 and v 3, I have shown a conveying bridge structure 18 having front and rear pairs of legs 20 and 22 supported on trucks 24. The latter may be of any suitable construction, the type herein exemplified being provided with a frame 26inounted on four grooved wheels 28 (see' Fig. 5 which run on a rail 30. 7 Each wheel is mounted on an axle 32 (see Figs. 7 and 8): journaled in bearings 34: and 36, and secured to this axle is a gear 38, which meshes with a pinion 40, the latter being secured to a shaft 412, to which is also secured a gear at. As shown Fig. 5, there are two of the shafts 42, and two of the gears id on each truck 24, each of which gears meshes with a pinion d6 which is'secured to a shat-t 28, to which is also secured a large gear 50. The latter (see Fig. t) meshes with a pinion 52 secured to a powerd-riven shai't 54-, the latter in the present example beingt-hearmature shaft of an electric motor 56.

There will now be described the brake mechanism which in the present example brings the truck to a state of rest, reference being ha-dat first to Figs. sand 5. Suitab-ly connected to the driving wheels 28 is a bra-kedrum 58-, which in the present emln'id-iment is secured to the. armature shaft 5% of the motor 56. Referring now to Figs. 9 and 10, cooperating with this brake-drum is a pairof brakeshoes 60 and 62, carried by levers 64 and 66', the latter being fulcrumed at 6.8 and 70 on a bracket or frame 72 secured to the main frame 26 of the truck. Suitable connection is made be tween the levers to cause them to carry the brake-shoes in unison toward and from-opposite sides, respectively, 01E the brakedrum, said connection in this instance con-i p-rising arms 74 and 76 carried by the levers 64 and 66, respectively, and provided with gear teeth 78 and 80 meshing with each other as best shown in- Fig. 10. 1

The brake is normally applied, that is to say, it is provided with appropriate means constantly tending to carry the bral're-shoes into contact with the brake drum, and preferably such means is yielding in character. In the present embodiment I have provided for this purpose a spring 82 suitably connected to the levers 64 and 66- and urging the latter toward each other. The spring is conveniently connected to the levers by the employment of a pair of yokes 8 and 86, presenting abutments engaging opposite ends of the spring. The yoke 84 is connected by a pair of tierods or bolts 88 to the lever 66, while the yoke 86 is connected by a rod to the lever 64. Herein, the rods 88 are arranged outside the spring at opposite sides thereof, and slide in the yoke 86, while the rod 90 is disposed within the spring coaxially therewith, and slides in the yoke 84. Adjustment of the spring may be eliected by pairs of adjusting nuts 92 threaded onto the rods 88, and a pair of adjusting nuts 94 threaded onto the rod 90.

Release of the brake in opposition to the pressure exerted by the spring may be efiected by suitable mechanism, herein a bellcrank lever 96 i'ulcrumed at 98 on the lever 64, and provided with two arms 100 and 102, the latter being connected by a link 10%: to the lever 66. When, therefore, the bell-crank lever is rocked clockwise, as viewed in Fig. 10, the levers 64 and 66 and the brake-shoes 60 and 62 carried thereby are forced apart in opposition to the yielding resistance presented by the spring. Adjustment of the releasing means is conveniently possible by making the link 104: in two parts 106 and 108, suitably connected as by a sleeve nut 110 having right and left-hand screw-threaded connection there with. Lock nuts 112 and 11 1 may be provided to prevent the adjustment from becoming disturbed accidentally.

An important feature of my invention is the provision of a brake-releasing spring, which is opposed to the action of the brakeapplying spring, thereby to eflect a gradual application and release of the brake. To this end, I have herein provided a brake-releasing spring 116 disposed between abutments 118 and 120, the latter being suitably connected to each other as by bolts 122, which pass loosely through the abutments and permit the latter to move freely toward each other but limit their movement apart. The abutment 118 is pivoted to the arm 100 of the bell-crank lever 96, while the abutment 120 is pivoted to an arm 124, the latter being secured to a rock-shaft 126, to which is also secured an arm 128. When, therefore, the latter is rocked clockwise, as viewed in Fig. 10, the brake-releasing spring 116 is compressed and opposed to the brakeapplying spring 82, thus yieldingly and gradually overcoming the resistance presented by the latter to the releasing movement of the brake, and effecting the release much more smoothly and gradually than has heretofore been possible. The same is true of the applying movement, it being evident that when the arm 128 is rocked contraclockwise, the compression of the releasing spring 116 will be gradually diminished, while the applyingspring 82 is reasserting itself to apply the brake. The result is that the application of the brake is effected smoothly and gradually, and the truck is brought gently to a state of rest.

The rail-clamping mechanism will now be described, reference being had to Figs. 11 to 15, inclusive, and at first more particularly to Figs. 12 and 13. The clamping mechanism herein comprises a pair of relatively movable jaws 180 and 182 disposed on oppositesides, respectively, of the rail 80. The latter herein is of common form, having a head 13 1 and a web 186. Preferably the jaws are provided with'shoes 138 and 14:0, which engage opposite sides, respectively, of the rail head 13%, and a shoe 142 which rests upon the top 01 the rail head, the latter thereby furnishing a support for the jaws. The shoe 138 is preferably adjustable to oom iiensate for wear, as well as being renewable, and to that end is provided with slotted ears 143, to receive a bolt 1&4, which extends through the jaw 130 and secures the shoe thereto. The shoe 1 10 likewise is renewable.

The clamping is accomplished by moving the jaws 180 and 132 toward each other, thereby to bring the shoes 138 and 140 firmly into contact with opposite sides. respectively, of the rail head 13 1 by mechanism presently to be described. Assuming the shoe 1420 to be pressed against the rail, any tendency of the clamp to move lengthwise along the rail. in either direction is utilized to cause the shoe to press against the rail with increasing force. To this end, the shoe is carried by a rocking cam 1 16 which, as best shown in Fig. 15, is received in a recess 1 18 in the jaw 132, and is fulcrumed on a pin 150. Suitable connection is made between the shoe and cam whereby movement of one is accompanied by movement or" the other, said shoe to this end being provided with a tooth 152 received in a notch 15% provided in the cam. The latter is suitably formed to cause rocking movement in either direction from its central position to be accompanied by an inward. movement of the shoe toward the rail, this being conveniently rendered possible by the provision of an eccentrically formed face 156 on the cam engaging the adjacent face of the shoe. The latter is provided with a flange 158 by which it is supported on the cam, anc which serves the further purpose of excluding foreign matter, such as snow or ice. from the cooperating surfaces of the cam and shoe. The latter is also provided at its ends with projections 160, which aid in the exclusion of foreign matter.

The cam is normally maintained in a central position by the engagement therewith of opposed plungers'162 received in all llll) r.,. Litl urged in generally opposed directions by springs 166 having their inner ends-seated against abut-nienls 168' on the plungers, and their outer ends against abutments 170- presented by caps 172 which are chambered to receive the springs and present guides for the 'plu-ngers.

The jaws 130 and are connected lo each other by one or more, herein a plural.- ity of links 174, best shown in Fig. lei, alternating with ears 176 and 178 fo *ined on the jaws. Rods 180 and 182 extending through the ears and links provide pivots.

for the latter. The links rest upon the top shoe and thus support the jaw 130 on the rail. Assuming that the shoe 1st) is against the rail, and that the jaw 130 is swungfrom' the position shown in Fig. 13 to the position shown in 12-, when the shoe 1238 brings up against the other side of the rail, an equal pressure is brought to bear on both sides of the rail.

An important feature of my invention relates to means adapted for-engagement with the under side of the rail-head to prevent the clamp from being lifted-oi'l the rail. To this end, I have *herein provided an underlying lug 18% formed on the 130, and projecting beneath one side of the rail.head. "it there is an 3; tendency for the truck to be lifted, this. lug brings up against the railhead and limits the upward movement of the jaw.

The movable jaws are mounted between fixed jaws 186, forming a part of a frame 188, which suitably secured to the main frame (see Fig. 11). To prevent the iixed jaws from springing apart, they are herein reinforced by a tie-rod 190 provided with nuts 192. 'lheconfronting facesofthe fixed jaws are beveled at 194-, and the adjacent links 17% are correspoiulingly beveled, thereby to prevent the fixed jaws and the frame of the truck from lifting to a greater extent than that which is determined by the underlying lug 18ibeneath the rail-head. This is an important feature of any invention, as it prevents the bridge from being lifted up and toppled over by the action. of the wind.

The jaw-actuating mechanism will :now be described, reference being had to Figs. 11, 12 and 18, and at first more particularly to Fig. 12. The upperend of the jaw .132 is connected by a link 196 to an ear 198 on the frame 188, said link thereby prevent-ingthe upper part of said jaw from moving laterally, While atthe same time presenting a fulcrum about which the lower end of the jaw can swing. lelative swinging movementof the jaws is hereinaccomplished by the use of a toggle comprising one or more links 200, and one or more links 202 cennected to-cach other by a pivot 204., and on .tion of the frame 188.

the one hand to the jaw 130 by a :piaiet 206, and on the other hand to the "jaw 1 2 by a pivot 208. VV-hen, therefore, the toggle is sra-ightened from the position shown in l ig. 13 toward the position shown :in Fig. 12, the jaw 130 will be swung 'contracloclrwise, and its shoe carried into gripping engag .ment with the rail. n order that the jaw may be susceptible :of a-slight anoveinent to compensate for variations in the width of the head :of the rail, there is provided yielding means interposed. between the link 200- and the jaw 130rcon1prisingn spring 210, which constantly tends to urge the pivot 206 toward the inner'end ofa slot :prm vided in an ear 214-. formed on the jaw 13.0. li hen, therefore, the shoe 18.8 brings :11p against the side-of the :rail-Ehead and the toggle continues to straighten, the spring will yield and thereby furnish :a yielding pressure of the shoe against rthe :rail.

Adjustment of the gripping pressure "can be obtained by the adjusting a-deviee which I will now deseribe,reference being had to 12. The pivot 208 of the described toggle is mounted in a 'cleris2l6 having a shank 2.18, which is loosely received in a sleeve 220, the latter having -serew-threaded engagement with .the upper part of etheaw 1 32. The sleeve abuts .at one .end against a shoulder on the =clev1s, and at its other end against :nnt 122.4 threaded onto the shank 218. When, therefore, the en i slackened oil :to release the sleeve, the latter can be rotated and thereby moved y to carry the clerks in the proper direction depending of course upon the direction of rotation of the sleeve. W'hen the desired adjustment is secured, the locksnut 22 i is tightened against the adjacent end of the sleeve. This adjusting means is an important feature of my invention.

The toggle actuating mechanism will now be described, with particular reference to Figs. 11, 12 and 13. The center pivot 120% of the toggle is universally connected to .a

link 226, which in turn universally connected to an arm .228 secured to a roclrshaft 230, the latter being mounted in bearings 232 which constitute an upward prolonga- To this shaft is secured an arm 23%, which carries a weight 236, the purpose of which is to act through the described mechanism to cause the-application of the clamp, The release of the latter is eflected by a second arm 238, also secured to the shafhand actuated by suitable means, preferably that now to be .de-

scribed.

It will be remembered that there are .four trucks, and this being so 1t .ls-deslrable that the clamps and brakes of allof .themlbe operated in unison, and from a single controlling means: To this end, therefore, there is attached to each of the arms 1238 .a

rope 2&0 (see Figs. 1, 2 and 8). Each of these ropes leads from its arm in an upward direction, and passes over suitably placed sheave wheels 2&2 and 2&&. By reference to Fig. 1, it will be observed that there are two pairs or the ropes 2&0. The members of each pair are joined as at 2&6 to a single rope 2&8 which passes over suitably disposed sheave wheels 250, 252, and 25&, and the terminals of the ropes 2&8 are properly secured to a power-driven winding drum 256 to cause both to be wound onto the drum or unwound in unison. When, therefore, the latter is rotated in a proper direction to wind on the ropes, the arms 238 are lifted and the clamps released. When, on the other hand, the ropes are allowed to unwind, the weights 236 are permitted to cause the application of the clamps.

An important feature of my invention relates to the coordination of control of the clamps and brakes. The aim is to avoid the disadvantages of the solenoid-operated brakes which are usually employed. In the case of the solenoid brake, if a strong wind is blowing and the brake is applied instantly as is ordinarily the case, the moment the current is interrupted the wheels are apt to skid. Then again, if the bridge is travelling along at full speed under power and the current gives out, the brake is applied instantly. The effect of this is apt to be serious.

The solenoid brakes also have the disadvantages of acting differently at different times. 'When they are new, they work hard, and the full action of the brake is not obtained. Then again, there is apt tobe trouble in releasing the brakes. It has been found that the only way to obtain proper braking action with the solenoid-operated brake is by the employment of a dash-pot, but this is undesirable because it is a matter of some difliculty to keep the clash-pot properly adjusted.

The present invention aims to connect the brake to the rail clamp in such a manner that the movement of the clamp serves to apply or release the brake. To this end, I have provided a simple, direct and efiective coordinating mechanism which I will now describe, reference being had to Figs. 5 and 6.

Secured to the roclrshaft 230 is an arm 258, to which is connected a link 260 having a lost motion connection with the brakeoperating lever 128. In the present example, the lost motion connection is conveniently in the form of a pin 262 carried by the arm 128 and working in a slot 264lprovided in the link 260. It should here be remembered that the clamps are normally weight-applied, and that the brake is normally spring-applied. Assuming that they are so applied, and that the parts are in a position illustrated in Fig. 5, an upward pull on each rope lifts the weight and causes the release of the clamps, during which time the pin 262 remains stationary and the slotted end of the link moves idly until the end of the slot brings up against the pin, whereupon continued movement to the position shown in Fig. (5 releases the brake through the intervention of the releasing spring which effects a gradual release. Conversely, assuming the brakes and clamps to have been released, lowering the rope first permits the brake-applying spring gradually to apply the brake against the opposition presented by the brake-releasing spring, during which time the pin is restrained by the end of the slot until the brake is fully ap plied, whereupon the slotted end ol' the link moves idly with relation to the pin and continued movement of the clamping mechanism under the influence of the weight causes the clamp to be applied. Thus it is evident that the brake is so coordinated with the clamp as to be applied just prior to the application of the clamp, and by the initiation of the clamp-applying movement, it being dependent upon the latter. As previously stated, an important feature is that the brake is applied through a yielding force gradually, by the employment of the brake-releasing spring acting in opposition to the brake applying spring. Preterably, provision is made for adjustment of the lost motion connection, thereby to predetermine the precise. coordination of the clamp and brake, and to this end I have herein provided the link 260 with a turn-buckle 266 having right and lelthand screw-threaded enga ement with rods 268 and 270. Rotation of this turn-buckle in the proper direction will cause lengthwise adjustment of the slotted end of the link with reference to the pin.

Having thus described one embodiment of my invention, but without limiting myself thereto, what I claim and desire by Letters Patent to secure is:

1. In a railway truck, the combination of a rail-clamp, a brake, a spring normally applying said brake, brake-actuating means including a spring through which the brakereleasing force is transmitted, and means coordinating the operation of said rail-clamp and said brake to cause the application of said brake followed by the application of said rail-clamp.

2. In a railway truck, the combination of a rail-clamp, a brake, a spring constantly tending to apply said brake, a brake-releasing spring, means to oppose the latter spring to the former to effect the release of said brake, and coordinating means ellective through said brake-releasing spring to cause the application of said rail clamp to be preceded by the application ol. said brake.

3. In a railway truck, the combination of a rail-clamp, a brake, a brake-applying spring, a brake-releasing spring, means to Oppose one spring to the other to eliect a gradual application and release of said brake, and coordinating means efi ective through said brake-releasing spring to cause the application 01' said rail clamp to be preceded bythe application of sa d brake.

l. A railway truck CODlPl'lSlDg, 1n combination, a rail clamp,a brake, and mechanism connecting said rail clamp to said brake and positively and definitely predetermining the relative timing 01" their operations.

5. A railway truck comprising, in combination, a rail clamp, a brake, and mechanism connecting said rail clamp to said brake and positively and definitely predetermi-ning the relative timing of their operations, said mechanism including means of adjustment to vary the relative timing. 6. A railway truck comprising, in combination, a. rail clamp, a brake, an actuator, mechanism connecting said actuator to said rail clamp, and mechanism connecting said actuator to said brake, the last-named mechanism including means positively and definitely predetermining the relative movements of said rail clamp and said brake under the influence of said actuator.

7. A railway truck comprising, in combination, a rail-clamp, a brake, means for initiating theapplying movement of said railclamp, and means operated by the initiation of said rail-clamp applying movement to cause application of said brake.

8. A wheeled railway truck comprising, in combination, a rail-clamp, means for a plying and releasing said rail-clamp, a running gear brake for said truck, and mechanism connecting said rail-clamp to said brake including a lost-motion connectionto cause the initiation of the applying movement of said rail-clamp to be accompanied by applying movement of said brake and to cause the release of said rail-clamp to be followed by the release of said brake.

9. A railway truck comprising, in combination, a. rail clamp, a brake, an actuator, mechanism connecting said actuator to said rail clamp, and mechanism connecting said actuator to said brake, the last-named mechanism including means positively and delinitely predetermining the relative movements of said rail clamp and said brake under the influence of said actuator, and means of adjustment to vary the relative timing.

10. A railway truck comprising, in combination, a rail clamp, a. brake, an actuator, mechanism connecting said actuator to said rail clamp, said mechanism including means of adjustment to vary the clamping effect, and mechanism connecting said actuator to said brake, the last-named mechanism including means positively and definitely predetermining the relative movements of said rail clamp and said brake under the influence inconibi nation, a rail-clamp, means of said actuator, and means of adjustnient to vary the relative timing.

11.. A whee-led railway truck comprising,

for causing the application and release of said railclamp, a running gear brake for yieldin means tending to apply sa-i-d brake, and merincluding aspring connecting said rail-clamp to saidryieldin'g means and acting inopposit-ion to the latter to cause the release oi: said rail 'clamp to be attended by the release of said brake through said spring in opposition to said yielding means and to cause the application of said rail-clamp to be attended by the removal of the springopposed opposition to said yielding means, thereby permitting the latter to apply said brake.

12. In a conveying bridge structure, the combination of a truck, a rail-clamp carried thereby, a brake, and mechanism consequent upon-the application otsaid rail-clamp to apply said brake, said mechanism comprising a lost-motion connection between said rail-clamp and said brake.

13. In a conveying bridge structure, the combination of a truck, a rail-clamp carried thereby, a normally applied brake, and mechanism consequent upon the release of said rail-clamp to cause the release of said brake, said mechanism comprising a lostmotion connection and a spring between said rail-clamp and brake.

1A. In a conveying bridge structure, the combination of a motor-driven, wheeled truck, a rail-clamp carried thereby, a running gear brake for said truck, yielding means constantly tending to apply said said truck,

line

brake, and mechanism including a lostmotion connection and a spring intermediate said lost-motion connection and said brake 011 the one hand to cause the initiation of rail-clamp applying movement to be accompanied by rail-clamp applying movement under the influence of said yielding means and on the other hand to cause rail-clamp releasing movement to be followed by brake-releasing movement in opposition to said yielding means.

15. The combination of a. railv presenting a downwardly-facing shoulder, a wheeled truck to run on said rail, rail-clamping means including a pair of jaws, means carried by one jaw beneath said shoulder to limit upward movement of such jaw, a connection between said jaws, and means connecting said connection with said truck to cause the first-mentioned means to limit upward movement of said truck.

16. The combination of a rail presenting a downwardly-facing shoulder, a wheeled truck to run on said rail, rail-clamping means including a pair of jaws, means carried by one jaw beneath said shoulder to limit upward movement of such jaw, a link connecting said j aws, and means carried by said truck and engaging said" link to limit upward movement of said truck.

17. The combination of a rail presenting a downwardly-facing shoulder, a wheeled truck to run on said rail, rail-clamping means including a pair of jaws, means carried by one jaw beneath said shoulder to limit upward movement of such jaw, a link connecting said jaws and provided with a beveled lateral face, and means carried by said truck and provided with a correspondingly beveled lateral face mating with the first face and limiting upward movement of said truck.

18. The combination of a rail presenting a downwardly-facing shoulder, a wheeled truck to run on said rail, rail-clamping means including a pair of jaws, means carried by one jaw beneath said shoulder to limit upward movement of such jaw, a plurality of links connecting said jaws, two of said links having oppositely beveled lateral faces, and means carried by said truck and provided with correspondingly beveled, opposed lateral faces mating with the first faces and limiting upward movement of said truck.

19. A railway truck comprising, in combination, a rail clamp, a brake, means tending to apply said clamp, means tending to apply said brake, a clamp releasing lever, a brake releasing lever, and mechanism connecting said levers to each other on the one hand to cause a predetermined degree of clamp releasing movement of said clamp releasing member followed by brake releasing movement of said brake releasing lever, and on the other hand to cause brake applying movement followed by clamp applying movement.

In testimony whereof, I have signed my name to this specification.

ALMON E. NORRIS.

Certificate of Correction.

It is hereby certified that in Letters Patent No. 1,588,853, granted June 15. 1926, upon the application of Almon E. Norris, of Brookline, Massachusetts, for an 1 improvement in Conveying Bridge Structures, an error appears in the printed specification requiring correction as follows: Page 5, line 109, claim 14:, for the compound Word rail-olamp read brake; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 20th day of July, A. D. 1926.

[SEAL] M. J. MOORE,

Aiihg Gammz'ssioner o Patemts. Q7 

